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N0. 62|,483- Patented Mar. 2|, |899. W. J. BREWER. AUTOMOTOR CARRIAGE OR VEHICLE.

(Applicationleq. Mar. 3, 1898.) A

3 Sheats-Shee't I.

{No Model.)

witnesses No. 62|,483. Patented Mar. 2l, 11899.

. w. .1. BREWER.

AUTOMOTOR CARRIAGE 0R VEHICLE,

(Application leql Mar. 3, 1898.)

(No Model.) s 3 Sheets-Sheet 2.

Inv/enter witnesses flaw., 4% MIM/MCI ttoneys'.

Ne Nonns PETERS co. moro-uma, wAsHlNo'nN. u. c.

. (No Model.)

| l l l l l i I I l l l l l l l L wi nesses Patented Mar. 2i, 1899-. w. J. BREWER.

AUTOMOTOR CARRIAGE OR VEHICLE.

(Application led Mar. B, 1898.)

' I 3 Sheets-Sheet 3.

11u/ent o1ra l attorneys TNE Nonms Pains co. Puoaumo., WASHINGTON, n. c.

NiTED STATI-3s PATENT Erica.

WILLIAM JOHN BREWER, OF PIMLICO, ENGLAND, ASSIGNO'R OF ONE-HALF TO JOHN EDVARD COOPER, OF WITHERNSEA, ENGLAND.

AUTOMOTOR' CARRIAGE 0R VEHICLE.

SPECIFICATION forming part of Letters Patent No. 621,483, dated March 21, 1899.

Application filed March 3, 1898. Serial No. 672,384. (No model.)

To all whom it mag/concern:

Be itknown that LWILLIAM JOHN BREWER, a subject of the Queen of Great Britain and Ireland, residing at Pimlico, in the county of Surrey, England, have invented certain new and useful Improvements in Automotor Carriages or Vehicles; and I do hereby declare the following to be a full, clear, and exact description ofthe invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to automotor carriages or vehicles adapted to run on ordinary roads, tramways, or railways, and effects improvements in the actionl and construction of such automotor-carriages comprising various combinations of attachments to the vehicle proper, each combination.` being specially adapted for a'certain'purpose, but all designed and arranged to be operated together in effecting the purpose of my said invention, by the use of which these several advantages are attained. All heavy working parts are entirely below and clear of the main body or passengercompartment of the car or vehicle, which is free from vibration in consequence, and the autocar is furnished with antifriction-rollers, thereby enabling heavier loads to be drawn with a less expenditure of power. car is readily adapted to either 'road or rail and is easy to steer. Furthermore, the parts arranged for the relief of friction on the axles ofthe car are available for facilitating the use of an electric motor as the driving power.

Having now set forth the main objects and utility of my invention, I will proceed to further explain the same by referring to the accompanying drawings, in which the car or passenger-compartment is entirely omitted as being unnecessary for the purpose of explaining the invention.

Figure lis a side elevation, and Fig. 2 a

corresponding transverse View, of those parts of an automotor carriage which are constructed in accordance with my invention. Figs. 3 and 4 are end and side views, respectively, of a horn-plate and illustrate in detail the method of fixing the axle-boxes therein for adjustment. Figs. 5, 6, and 7 are detail views of the collar on the main axle and drawn to a larger scale. Fig. 8 is a trans- The autoverse view like Fig. 2, but showing an electric motor mounted in position for driving the car. Figs. 9 to 17, inclusive, illustrate in detail some of the improvements comprised in my invention hereinafter described.

Referring inoreespeci'ally to Figs. 1 to 4, inclusive, I provide an antifriction-axle a, mounted in the same horn-plates b and directly above each main axle c, so that the wheels or disksd, which preferably run loose. The antifrictionaxles are in rolling contact with collars c on the main axles, the boxes a' and c of the axles a and c, respectively, being split to make them adjustable for the purpose of taking up the wear, which arrangement also enables the antifriction--axles to be readily removable without disturbing the mainl axles,which will then carry the vehicle in the ordinary way. In connection with these split axle-boxes a special construction is shown in detail in Figs. 3 and 4, in which f is an adjusting and guide box accurately fitting into the horn-plate b, so as to have a vertical movement only. The axle-boxes are secured to this adjusting and guide box by which they are kept to the exact distance apart and are also accurately guided to share the same vertical movement in exact line with each other. Upon this arrangement depends the proper rolling contact between the disk or wheel d on the antifriction-axle a and the collar e on the main axle c, which latter may have either a concave or convex form on its working side, the periphery of the disk conforming thereto. j

Referring to Figs'. 5, 6, and-7, e is a lining of insulating or other material, such as rubber or soft metal, used to prevent the current from an electric motor (when one is used) passing through the collar to the antifriction- Wheels and other parts, and the outer covering cgis used to prevent vibration to the main axle and to reduce noise in traveling. The collaris preferably jointed across a center line in the flanges, as shown in Fig. 7, and on the diagonal in the reel or barrel, as shown in Fig. 5, so that the wheels CZ meet a joint which is less abrupt by being set to an angle, which saves wear in the surfaces in rolling contact.

Ico

, Referring to Fig. 8,'which illustrates in transverse View in what manner the antifric tion-axle can be used in conjunction with the main axle as a means for mounting and operating a motor free of any other connection with the Ymain body of the car, it will be observed that the antifriction-axle a can also be used as the driving-shaft of the electric motor g, inclosed in the casing h, supports for whiclrare conveniently provided in the form of cross-bars t', extending between the journal-boxes or other fixed parts clear of the gearing-wheelsjj. These gearing-wheels are preferably designed for quick driving on one side and slow driving on the other, the arrangement for which, together with the in `and out of gear mechanism, Abeing omitted from the drawings as not being part of my present invention, but only to be regarded as a useful accessory designed in the usual way.`

If the antifriction-axle d is made up in sections, as shown in Fig. 9, the said sections being united together by flanged joints, as at 7s, the arrangement admits of the electric motor and the intermediate section of the antifrictional axle on which it is mounted being bodily removed, or where an auxiliary horn-platc'b is provided, as shown in Fig. 9, an axle journaled into each of the horn-plates b b may be provided, one for each antifriction-roller d, in which case the intervening section of shaft a may be altogether dispensed with. There the intermediate section of shaft a is dispensed with, a fixed shaft d2 may be attached to the axle-box, as shown in plan in Fig. 10, to serve as a fixture for carrying the motor or oil or other engine.

Fig. ll is a detail view looking from inside, illustrating an alternative device for reducing friction on the antifriction-axle aand the m'ain axle c by prolonging the axle-box a', sol as to form further axle-boxes to support the axles of the siderollers ZZ. This prolongation of the axle-box is betweenthe side rollers Z Zand the antifriction-wheel CZ. This prolongation of the antifriction axle-box may be used to support an axle or axles without the use of side rollers Z Z. To adapt the wheels of the car to run on a railway or tram-track, as well as on the ordinary road, I provide a guard-lip or rail-guard wheel placed beyond the periphery of the road-wheel. Suitable mechanism for this purpose is shown in Figs.

12, 13, 14., and 15.

Referring to Figs. 12 and 13, a guard-lip m, suspended from the main axle c in the position shown, serves the purpose of the usual wheel-flange, and in order to effect its purpose must retain a constant position relatively to the wheel, so as to be carried along the rail side. At the same time the guard-lip must be so secured to thewheel-rim that it serves the purpose of a rigid liange. To comply with these conditions, an undercut recess m is provided at the back of the wheel near to the periphery for the accommodation of a roller, such as m2, which is bolted to the guard-lip bar m3. The guard-lip m, withits hangerbar m3, can be lifted up clear of the roll of the wheel, butis kept rigidlyin the position shown in Figs. 12 and 13 when used as a lip-guard. In order to retain the guard-lip in the constant position relatively to the wheel or to be drawn up out of the way of the rail, it is connected to a wire rope a, trained over pulleys n and n2 te a position to be controlled by the driver or otherwise adjusted. As the car travels in the direction indicated by the arrow the tendency of the guard-lip to lag or swing back is prevented by the wire rope, which holds it in the working or vertical po* sition. When not required, it is drawn up out of the way of the rail by means of the wire rope. Fig. 14 is a modification of this arrangement, in which a block o closely lits into the channel o of a hanger-bar. tension o2 is constructed to hold the rod o3, supporting the rail-guard wheel p, which in Fig. 14 takes the place of the-guard-lip m in Figs. 12 and 13. The same attachment of The exthe rod o3 as in Figs. l2 and 13 will be required to the main axle, or the antifrictionaxle may be used for the same purpose in the modifications illustrated in Figs. 12, 13, and 1l. The cross-rod p is connected to the opposite rail-guard wheel, so as to prevent too great a strain on the channel o. When this gage-guard is lowered for use, it is kept in position by either two opposite tension`-rods, or one rigid rod may be used, or suitable wire rope may be adj usted for that purpose. Fig. 15 is a further modification of this arrangement in which the extension 04 of the hangerbar o3 closely fits into the channel o'. This extension o4 of the hanger-bar supports the rail-guard Wheel 292.

j Fig. 16 illustrates in plan view, and Fig. 17 in front elevation, the under frameof a motorcar. fitted with a forecarriage constructed according to my invention for facilitating steering. In these views the forccarriage is pivoted at r in front of the vehicle and runs upon the steeringswheel s and is operated and controlled by the segmental spur-Wheel t, into which gears the pinion to, operated by the driver. The wheels/U o, above the steeringwheel s, act as antifriction-wheels to the steering-axle in like manner to the wheels d on the main axle c, as already described with reference to Figs. 1 and 2. Where an electric motor is used, in this case it is mounted on the rear antifriction-axle, or it may be mounted on the steering antifriction-axle, gearing into main steering-axle.

I-Iaving thus described my invention, what I claim, and desire to secure by Letters Patent of the United States, is-

1. In an automotor-car, the combination of a car-bod y, horn-plates directly secured there to, j ournal-boxes mounted in said hornplates, a main axle having wheels secured thereto mounted in the lower pair of journals and having collars thereon, an antifriction-axle mounted in the upper pair of journals and IDO IIO

disks mounted on said antifriction-axle en'- gaging the collars on the main axle, substantially as described.

2. In an automotor-car, the combination of a car-body, horn-plates provided with slots secured thereto, two journal-boxes mounted in each of said horn-plates and secured together and adapted to slide in said slots, a main axle having wheels .secured thereto mounted in the lower pair of journals and having collars thereon, an antifriction-axle mounted in the upper pair of journals, and disks mounted on said antifriction-axle ada-pted torevolve thereon and engaging the collars on the main axle, substantially as described.

3. In an automotor-car, the combination with the main axle, of Wheels xed thereon, collars each composed of two sections diagonally jointed on the barrel and fastened together by bolts, and a layer of insulating material between each of said collars and said axle, substantially as described.

4. In an automotor-car, the combination of a car-body, horn-plates fixed thereto, journals mounted in said horn-plates, a main axle mounted in the lower pair of journals, wheels and cushions attached to said main axle, an

antifriction-axle mounted on the upper pair of journals, disks loosely mounted on said antifriction-axle and engaging said collars, an electric motor mounted on said antifriction-axle, and gearing on said axles, substantially as described.

5. In an automotor-car, the combination with a car-body, main horn-plates attached thereto, secondary horn-plates also attached thereto, journals mounted in said horn-plates, a main axle mounted in the lower pair of said journals, and provided with wheels and collars fastenedthereto, a sectional antifrictionaxle mounted in the upper sets of journals,` and disks loosely mounted on said antifriction-axle and engaging the collars on the main axle, substantially as described.

6. In an automotor-car, the combination of a car-body, horn-plates fixed thereto, journal-boxes mounted in said horn-plates, a main axle mounted in the lower pair of journals and provided with cushions and wheels fixed thereto, a main antifriction axle mounted above said main axle in the upper set of journals, disks on said antifriction-axle'engaging with the collars on said main axle, secondary antifriction-axles mounted on a line with the main antifriction-axle, and yantifrictionwheels mounted on said secondary axle and engaging said main antifriction-axle, substantially as described.

7 In an automotor-car, the combination of the main axle, Wheels supported thereon, each wheel being provided with an interior portion of less diameter than the main portion of the Wheel, an arm revolubly mounted in said axle, a wheel mounted on said arm parallel to the main axle, and means for bringing said Wheel down to an operative position for preventing said main Wheel from running off a track, and means for fastening it in that position, substantially as described.

8. In an automotor-car, the combination of a car-body and steering mechanisml therefor, consisting of a main steering-wheel, supports therefor, an antifriction-axle mounted above the axle of the steering-wheel, friction-disks mounted on said axle and engaging with the axle of the steering-wheel, an operating spurgear and a pinion meshing therewith, substantially as described. v

In testimonyv whereof I affix my signatur in presence of two Witnesses.

VILLIAIVI JOHN BREVER. 

